Internal combustion engine



June 20, 1933. J. PUURMANN INTERNAL COMBUSTION ENGINE Filed Sept. ll, 1950 l. nu... IJ

, lpurmann,

Patented June 2l), 1933 PATENT OFFICE .TUBI IPUURMANN, OF BRUSSELS, BELGIUM INTERNAL COMIBUSTION ENGINE l Application filed September 11, 1930, Serial No. 481,288, and in Belgium September 18, 1929.

This invention refers to a Carburation device for use within internalcombustion en gines, which allows ordinary petrol motors y to be driven by means of fuels heavier than .5 petrol such, for instance, as paraiiin, gas and crude oils &c.

According to this invention, the supply of fuel atomized under very high pressure into a Carburation chamber opening directly into the inlet manifold, on the one hand, and the ydelivery of air to the carburetion chamber, 0n the other hand, are simultaneously regu'- lated by means of a common control acting upon the fuel pump and the air inlet valve.

55 In this way, although the fuel is atomized` under pressure, its supply may constantly be kept in inverse ratio to the vacuum created by the motor in the carburetion chamber and be controlled by the air throttle, carburetion thus being effected at all times under the most favourable conditions.

The best results are obtained by the use of an atomizer comprising a check valve and narrow helical ducts through which the fuel is forced at high pressure to l5() atmosphares, for instance) into a very small frustoconical chamber (of a capacity of l or 2 cubic millimeters for example) opening into the carburetion chamber by a capillary hole, dared towards said chamber. After whirling in the truste-conical chamber, the fuel gushes freni this hole in the form of a ianlilre jet of extremely line mist.

The checlr valve prevents pulsations from arising in the atomizer, whose result might be te disturb its delivery and to cause the fuel to dow cut in the form of non atomized drops.

The carburation chamber is preferably of a daring shape corresponding with that of the jet cf inist, in order that the latter may be completely incorporated into the air before teusy ing any wall.

The unusual height of pressure used for a driving the fuel through the capillary ducts ci? the atcrnizer permits of the heaviest fuels being ccnverted into a mist capable of complete combustion in the motor cylinders. ln certain cases, the air used may be preheated by any hnown means, in order to assist cari@ bursticn.

ln order that the invention may be clearly understood, one form of construction will now be described as an example, with reference to the accompanying drawing in which:

F ig. 1 is a general diagrammatic side'vieul C5 of the Carburation device fitted to an ordinary four cylinder engine, the Carburation chamber and air supply pipe being shown in axial section.

Fig. 2 is a cross section of the same device, C3 taken through the Carburation chamber on line A`B vand through the fuel pump on line C--D of Fig. l.

Fig. 3 shows a greatly enlarged Vertical section of the atomizer of which 8 Fig. 4 shows a separate part.

On one side of the engine crank-case 1 is fitted a high pressure pump 2 which may be driven by the engine crankshaft through an appropriate transmission and a shaft 3. This pump comprises one or more cylinders 4 ineach of which works a plunger 5, substantiallyfof the size of a pencil, reciprocated by a bell crank 6 and a check spring 7 A cam 8 onf" driving shaft 3 strikes a roller 6 on the 75 free end of bell crank 6, whose middle portion Qactuates the plunger and whose other end scillates round an eccentric 9.

By ineans of a lever l() which controls eccentric shalt 9', the fulcrum of the bell crank S0.

may be raised or lowered and the stroke of the plunger 5 and, consequently, the out'- put of the pump may be regulated as desired. The plunger sucks fuel through a duct ll itted with a check valve (not shownl and drives it, at a pressure which may reac or exceed '150 atmospheres, through a valve and into a pipe l2 leading to the atomizer i3, which feeds the atomized fuel to a car buretion chamber 14 connected with the inlet 90 'manifold without the interposition of any Valve.

Within the atomizer 13, the fuel passes through a iilter l5 and a constricted duct 16, it raises a ball-valve 17 fitted with a s" spring l8 and enters a cylindre-conical chamber 19 contained partly inthe body of the atomizer and partly in a plug 20 screwed into the body of the atomizer. Chamber 19 contains a needle 2l, likewise cylindre-coni- 1 apex of chamber outwards and the spray of mist therefore cal, fitted with a tailpiece 22 which acts as atop for ball 17 and as guide for sprmg 18. The needle 21 closes the bottom of chamber 19 and only allows fuel to pass through two narrow helical grooves 23 cut in its outside surface and ending in a very small frustoconical chamber 24 in which the fuel is whirled before escaping as a spray of mist through a capillary hole 25, provided at the 24. Said hole 25 is flared spreads in the carburetion chamber 14. whose shape lends itself to such expansion.

In the form of construction shown, the carburetion chamber 14- receives, through duct 26, air preheated in a housing 27, to which it is admitted through a sieve 28 and in'which it is warmed by contact with the. engine exhaust manifold 29 before entering duct 26. The inflow of air to the carburetion chamber is controlled by a throttle valve 30, positively connected by nlink 31 with lever 10,which'governs the flow from the pump (Flg- 1)- addltlonal cold air inlet ma be branched on duct 26 and controlled y a rotary sleevelvalve 32, connected with lever 10 by means of a delayed action link 33, whose efect is to delay the opening of sleeve valve 32 in relation to that of butterfly valve 30.

Air admitted to chamber 14 mixes intimately with the mist of fuel andthe carburetad mixture is suckeddirect into the engine inlet manifold 34, whence it enters the various cylinders 35 through the usual inlet valves 86.

The air preheater 27 may alsov surround the inlet manifold 34, so that the carbureted mixture is further warmed before entering the motor cylinders. When the design of the motor is suitable, the inlet manifol may be enclosed centrally inside the exhaust man1'- fold and the air heating housing may surround the latter, space being gained thereby. In order to increase the suction power of the engine, a choke tube may, in certain cases, be fitted between the carburetion cham- 'ber 14 and inlet manifold 34. It may also be desirable to make use of two atomizers 13 of diferent outputs, one being for normal running and the other for slow running.

The actuation of the carburetion device is wholly controlled by pump lever 10, which ma' be connected in any suitable manner, wi an accelerator pedal', for instance. Depression of lever 10 accelerates the engine bym mcreasing the output of pump 9 and con h gpoently the quantity of fuel-mist emittd m atomizer 13.

Simultaneously, link 31 opens in equal ratio the throttle valve 30 which, in the absence of any valve between the carburetion chamber and the inlet manifold, is the only member 'ving control of the vacuum created by t e motor in that chamber. This degree of vacuum is therefore always in inverse ratio to the feed of fuel, whatever may be the speed of revolution of the motor.

Valve 32, controlling the admission of cold air, only begins tif-'open when link 33 is at the end of its stroke i. e. when the acceleration has reached the point when the temperature of the air to be carburetedmay be reduced -in order tol increase power.

When gears are changed, check-valve 17 of the atomizer prevents pulsations or oscillations of the liquid column from reaching the atomizer and causing the fuel to emerge from hole 25 in the shape of drops.

The great advantage of the device according to this invention resides in the fact that it may be adaptedto any existing gasolene engine in order to drive the same by means of paraliin or otherheavier fuel cheaper than petrol, without requirinr any substantial alteration of the engine. L 'Ihe device could, of course, also be embodied in an engine special- 'ly built to receive it, in which case it might stillbe further simplified. Furthermore, the form of construction herein described and illustrated does not limit the scope of the invention and it can be modified without departure from its principle.

I claim:

1. In an internal combustion engine, the combination with an inlet manifold, of a carburetion chamber openin' direct into said manifold, an atomizer for liquid fuel opening into said chamber, means for controlling the delivery of fuel into said atomizer, an air conduitopenin into said chamber, a hot air supply and a co d air supply for said conduit, means for controllin the ratio of hot and cold air supplied to sald aconduit, and an operative connection between both said controlling m'eans.

2. In an internal combustion engine, the combination with an inlet manifold, of a carburetion chamber permanently connected with said manifold t rough a wide opening, means for spraying Aliquid fuel into said chamber, means for suppl ing air to said chamber, means for control ing the temperature of said air, means for controlling the delivery of fuel, and an operative connection between both said pontrolling means.

3. In an internal combustion engine, the combination with an inlet manifold, of a carburetion chamber, a permanently' wide open passage between said manifold and said chamber, a conduit for supplyin air to said chamber, an atomizer for liquid uel, narrow helical ducts in said atomizer, a high pressure pump for delivering liquid fuel into said ducts, means for controlling the delivery of fuel to said ducts, means for controlling the temperature of the air in said chamber and an operative connection between both said controlling means.

4. In an internal combustion engine, the

lmiy

combination with an inlet manifold, of a car-- simultaneously controlling the operation of buretion chamber freelyopening into said said pump and the -manifold, a fuel atomizer openin into said chamber, a high pressure pump or supplying liquid fuel to said atomizer, means for supplying cold air to said chamber and means for supplyinghot air to said chamber, means for varyin the delivery of said pump, means for contro supplied to said chamber, and an operative connection between said fuel delivery varying means and said air controlling means.

5. In an internal combustion engine, the combination with an inlet manifold, of a carburetion chamber freely 'openinginto said manifold, a fuel atomizer opening into said chamber, a reciprocatory high pressure pump for feeding said atomizer, means for varying the delivery of said pump, means for supplying air at a regulable temperature to said chamber comprising an air` conduit and a valve for varying the temperature of the air in said conduit, and an operative connection between said valve and the means for varying delivery of said pump.

6. In an internal' combustion engine, the

' combination with aninlet manifold, of a carburetion chamber opening into said manifold, means for spraying liquid fuel into 'f said chamber, means for controlling the sup` ing the ratio of hot and cold air in said conduit temperature of the air e In testimony whereof I aix my signature.

ply of fuel to said spraying means, an air conduit opening into said chamber, a hot air supply connected to said conduit, a cold air inlet in said conduit, a valve controlling said cold air inlet, a valve inserted between said inlet and said chamber, andfA operative con- `nections between said fuel controlling means and both said valves respectively.

7. In an internal combustion engine, the combination withan inlet manifold, of a carburetion chamber freely opening into said manifold, a fuel atomizer openin into said chamber, a high pressure pump or feeding said atomizer means for controlling the delivery of said pump, a-conduit for feeding air to said chamber, a Vhot air supply and a cold air supply both opening into said air conduit, means for controlling said cold air supply, means for controlling the delivery of air through said conduit, an operative connection between said pump controlling means and said air delivery controlling" means, and

an operative connection between said pump I controlling means and said cold air supply controlling means adapted to open said cold airsupply after said conduit has been opened.

8. In an internal combustion engine, the combination with an inlet manifold, of a carburetion chamber opening into said manifold, a fuel atomizer opening into said chamber, a high pressure pumpv for feeding said atomizer, an air conduit leading to said chamber, a hot air supply and a cold air supply both opening into said air conduit, and means for JURI PUURMANN.

Veo 

